Power transmission



Feb. 13, 1940. c. A. NERACHER ET AL 5 POWER TRANSMISSION Original Filed Dec. 7, 1935 6 Sheets-Sheet l 72270 Jarelli A TTORNEYS.

Feb. 13, 1940. c A, NERACHER AL Re. 21,351

POWER TRANSMISSION Original Filed Dec. 7, 1935 6 Sheets-Sheet 2 N n a n3 s 4g [Kl N N Q N 1. & E LQNQ 1. E K 'a T3 x g Q li- Q 2 3? Q 7227a .Z'dle Feb. 13, 1940. c NERAsHER ET AL Re. 21,351

POWER TRANSMI S S ION Original Filed Dec. 7, 1935 6 Sheets-Sheet 4 I N V EN TORS. Carl /9.' lyeracier;

Tana lk lll'.

A TTORNEYS.

Feb. 13, 1940. c A' NERACHER 5 AL Re. 21,351

POWER TRANSMISSION Original Filed Dec. 7. 1935 6 Sheets-Sheet 5 INVENTORS. Carl )7. l eraqien 7527a Jdrel/L ATTO EYS.

Feb. 13, 1940. c A, NERACHER ET AL Re. 21,351

POWER TRANSMISSION Original Filed Dec. 7, 1935 6 Sheets-Sheet 6 mrllllulllll lli INVENTORS. Carl E l eracfie A TTORNEYS.

Reiuued Feb. 13, 1940 UNITED STATES PATENT OFFICE POWER- TRANSMISSION ware Original No. 2,159,339, dated May 23, 1939, Serial No. 53,284, December 7, 1935.

Application for reissue June 20, 1939, Serial No. 280,148

51 Claims.

This invention relates to power transmission mechanism and refers more particularly to improvements in power transmission systems especially adapted for use in connection with motor vehicles, although not necessarily limited there- Our invention, in certain more limited aspects, provides improvements in the drive and control for power transmission systems having picyclic or planetary gear trains adapted to provide the desired speed ratios between the vehicle engine and driving ground wheels.

One object of our invention resides in the provision of an improved selector and actuating mechanism for obtaining the several speed ratios provided by the speed changing mechanism, the latter being preferably of the planetary gear type although not necessarily limited thereto in the broader aspects of our invention.

A further object 017 our invention resides in the provision of improved controls and actuating mechanism for selecting and manipulating the various gear trains of a transmission, particularly a planetary type of transmission, whereby means is provided responsive in an improved manner to manual control for automatically and quickly bringing about a complete cycle of gear ratio change.

In carrying out the above objects of our invention, which provides for improvements over the transmission control system disclosed in our copending application Serial No. 752,948 filed November 14, 1934, we provide a common actuator or prime mover preferably of the fluid pressure type for applying the necessary force to the braking devices of an planetary trains in order to control the rotation of the desired customary control dnims.

Our selector mechanism is under manual control by the vehicle driver for causing the common actuator to quickly and efliciently apply a braking force to the proper drum. This actuator, when of the fluid pressure type, is operated by oil pressure, air pressure either above or below atmospheric pressure, or other equivalent systems. We prefer, according to the teachings of this phase of our invention, to provide for energizing the actuator by oil pressure.

A further object of our invention resides in the provision of an improved selector control mechanism for use with change speed mechanisms of the character aforesaid. We have provided a manually operable selector element for controlling all speed changes, including a neutral setting and reverse, our improved mechanism providing for rapid speed ratio changes in automatic response to manipulation of the selector element between any of its positions of control.

An additional object of our invention is to provide an improved transmission system adapted 5 for manual control with a minimum of effort and a maximum of safety to the operating parts, our system of controls being arranged for manipulation with a minimum of effort and attention on the part of the vehicle driver, thereby increasing the safety of vehicle driving and the comfort of the driver.

In carrying out the above objects of our invention we have provided an electrical control for a fluid pressure supply valve, the arrangement insuring release of a driving speed ratio immediately on manual adjustment of the selector element to a new setting. Our mechanism is so constructed and arranged that the fluid pressure operator, acting toprovide a selected condition of drive, is immediately released at the start of an adjusting movement of the manual selector element thereby enabling us to utilize the balance of the adjusting movement 01 the manual selector element to effect selection of a new set of speed ratio gears of a new condition in the transmission, preferably through the intermediary of a common selector operating element. Such arrangement, among other things, reduces the time required to produce changes in the transmission settings, prevents danger of jamming the control parts, and relieves the operator of any conscious eiiort timing the manual movement of the selector element with other parts of the system.

A further object of our invention is to provide an improved arrangement of motor vehicle controls providing for improved ease of driving the vehicle particularly for city driving where frequent starting and stopping is required.

A still further object of our invention is to provide an improved and simplified arrangement of vehicle drive controls by means of which the vehicle driver may start, stop and maneuver the vehicle solely by the use of a pair oi! pedals, one pedal being engaged by the driver's left foot and the other by his right foot.

Another object of our invention is to provide a novel manually operable transmission control auxiliary or supplemental to the manual or main transmission controlling system whereby, on any failure of the latter system, the auxiliary control may be readily operated by simplified and inex pensive means under manual control to eilect a drive through the transmission until the main system is repaired or in preference to use of the main system.

A planetary type of transmission presents a number of advantages over the more conventional sliding gear types of transmissions, and our invention is therefore primarily directed toward planetary types of transmissions and power transmission systems employing planetary gear speed ratio controlling devices although, as aforesaid, the fundamental principles of our invention may, if desired, be employed in connection with transmissions of other types including the aforesaid sliding gear types of transmissions. By way of example in connection with the aforesaid advantages of the planetary transmission over more conventional types, it may be noted that the planetary transmission especially when used in conjunction with a fluid type of clutch between the engine and transmission permits gear changes without the necessity of releasing the heretofore conventional main clutch between the engine and transmission so as to obtain relatively quick gear changes and faster acceleration of the motor vehicle. This is made possible by reason of the fact that the braking devices associated with the planetary gear trains may quickly operate. the fluid clutch smoothing the shock of the gear change by reason of its inherent slipping qualities.

The aforesaid fluid clutch also makes possible 'a simplified arrangement of vehicle drive con trols, by means of which the vehicle may be maneuvered solely by the manipulation of two pedals, i. e., the vehicle brake and accelerator pedals. Because of the inherent slipp e between the driving elements of the fluid clutch, it is possible to operate the vehicle with the gear selector lever in direct drive position. Under such conditions, the vehicle may be started by pressure on the accelerator pedal and brought to a stop by pressure on the brake pedal, no other control requiring attention by the driver.

Further objects and advantages of our invention will be apparent from the following detailed description of a preferred embodiment of our invention, reference being had to the accompanying drawings in which:

Fig. 1 is a side elevational view somewhat diagrammatic in form illustrating our power transmission mechanism as a whole, a portion of the transmission casing being broken away to illustrate the fluid pressure pump.

Fig. 2 is a detailed plan view looking down on the vehicle steering wheel and portion of the toe board adjacent thereto illustrating the vehicle control pedals.

Fig. 3 is a detail sectional view showing the manually controlled selector mechanism with partsof the casing structure broken away, the section being taken as indicated on the line 3-8 of Fig. 1.

Fig. 4 is a sectional view of the Fig. 8 mechanism taken along the line 4-4 of Fig. 3.

Fig. 5 is a detail sectional plan view along the line 6-5 of Fig. 1 showing the steering post mounting for certain of the selector operating connections.

Fig. 6 is a fragmentary sectional elevational view taken as indicated by the line 6-4 of Fig. 5.

Fig. 7 is an enlarged detail sectional view taken,

along the line |I of Fig. 5.

Fig. 8 is an enlarged sectional plan view of the transmission and fluid clutch. the view being taken as generally indicated by the line H in Fig. 1.

Fig. 9 is a detail sectional elevational view taken along the line 9-4 of Fig. 8 illustrating the operating mechanism for the direct speed controlling device.

Fig. 10 is a detail sectional view taken along the line Ill-Ill of Fi 9.

Fig. 11 is a sectional elevational view through the transmission illustrating one of the speed ratio controlling devices and parts associated therewith, the section being taken along the line I l--I I of Fig. 8.

Fig. 11 is a detail sectional view taken as indicated by line ll -l l of Fig. 11.

Fig. 12 is a rear elevational view illustrating the housing mechanism for the fluid pressure operator and associated control valve.

Fig. 13 is an enlarged sectional view taken as indicated by the line ll--|I of Fig. 12.

Fig. 14 is a detail sectional elevational view taken along the line "-H of Fig. 8.

Fig. 14' is a sectional plan view of a portion of the transmission taken along line Il -ll of Fig. 11, the section being taken lower at the inner screw shaft to show the supporting spring.

Fig. 15 is a detail sectional elevational view taken along the line l5l5 of Fig. 8.

Fig. 16 is a diagrammatic view illustrating our electrical system of control between the manually operated selector element and the fluid pressure control valve mechanism.

Fig. 1'1 is a view corresponding in general to Fig. 3 but illustrating a modified structure.

Fig. 18 is a sectional view of the Fig. 17 structure, the section being taken as indicated by the line lB-IB of Fig. 17.

Fig. 19 is a diagrammatic view or the electrical wiring circuit for the Fig. 17 modification.

Referring to the drawings, we have illustrated our invention in connection with a motor vehicle drive, this drive including a prime mover or engine A, a portion of which is shown in Fig. 1, a main clutch B driven from the engine, and a change speed transmission or gear box 0 driven from the clutch B. The drive passes from the transmission through a power take-off shaft II, which, as usual, may extend rearwardiy of the vehicle to drive the usual ground wheels (not shown). l

The clutch B may be of any suitable construction for controlling the drive between engine A and transmission C. this clutch being illustrated in Fig. 8 in the form of a fluid coupling type having the usual driving and driven cooperating vane members II and 22 respectively. The driving vane member II is carried by the engine flywheel II, the latter being connected as usual with the rear end of the engine crankshaft H. The driven vane member 12 is splined to a hub 25 which in turn is splined at 28 on the forward end of the driven shaft 21. This driven shaft extends rearwardly to drive the power take-oil shaft 2| through the intermediary of the various gear trains of transmission C.

Where the power means for operating the transmission is aflorded by a fluid slichas oil under pressure. the pump for placing the oil under pressure is preferably operated from the engine to maintain the fluid pressure even when the pump is idling. It is therefore preferred to provide a pump drive from the driving clutch member ll rather than the driven clutch member 12 inasmuch as the latter may be stationary under certain conditions of vehicle operation such as when the vehicle is standing still with the engine idling.

This pump drive may be provided by reason of a driving sleeve or hollow shaft 29 mounted on the shaft 21 but rotatable independently thereof. The sleeve 29 has a hub or flange 3|) connected at 3| with the driving vane member 2| of the clutch B so that even when the driven vane member 22 is not being operated from the driving vane member 2|, the sleeve 29 will be rotatably driven from the engine crankshaft 24 and flywheel 23. The pump drive from sleeve 29 will be more apparent hereinafter.

We have illustrated the fluid type of clutch B since a clutch of this character has a number of advantages in connection with a transmission of the planetary gear type C and in further connection with our arrangement of vehicle driving controls which will be presently described more in detail. Among the advantages of the fluid type of clutch are the provision of a smooth drive for the vehicle through the planetary transmission, relatively high power driving efliciency, automatic release of the drive between the engine and transmission when the engine is idling, and with the transmission manipulated to establish one of its driving gear ratio settings, and other well known favorable characteristics. We desire to point out, however, that other types of clutches may be employed to control the drive between engine A and transmission C within the broader aspects of our invention. For example, the well known type of friction clutch may be employed and manually operated or automatically operated by the well known commercial type of vacuum clutch releasing mechanism as will be readily understood.

We have illustrated the change speed transmission C as the epicyclic or planetary type, this general form of transmission being well known in the art and, as usual, includes a plurality of transmission speed ratio controlling clutches or brakes 32, 22, 24 and 25, these braking controlling devices being respectively adapted to actuate the transmission in its first speed ratio or low gear, second speed ratio or intermediate gear, third speed ratio or direct drive, and reverse drive. Other speeds may be provided as desired.

The typical brake device 22 illustrated in Fig. 11 consists of an outer band 26 which substantially surrounds the rotary element or drum 21, the band being provided with friction braking material 38 carried by the band and adapted for frictional engagement with the drum 21. The band 26 has its ends formed with laterally pro- Jecting actuating flanges 29 and 40 positioned adjacent each other, means being provided to move the band ends toward each other to contract the band 36 for causing the friction material 28 to brake rotary drum 21, the band having sufficient inherent resilience to expand away from contact with the drum when the actuating means is relieved at the flanged ends 32 and 40. In Fig. 11 the low speed ratio braking device 22 is illustrated in its inoperative position whereby the drum 21 is free to rotate through operation of the planetary gear set 4| somewhat diagrammatically illustrated in association with the drum 21. when the braking device 22 is actuated by contracting the band 26, the drum 21 is held against rotation, the driven shaft 22 in such instance being operated through the planetary gearing 4| to provide the low speed drive for the motor vehicle.

In order to anchor the band 26 and to substantially equalize the braking forces applied to drum 21 around the periphery thereof and thereby substantially avoid a tendency toward lateral loading of the drum and planetary gearing transverse to the axis of the drum, we have provided the band with a oircumferentially spaced pair of anchoring flanges 42. These flanges are connected through links 42 with the levers 44 pivotally mounted at 45 with the supporting bracket 46 of the transmission side cover casing 41, the levers 44 being interlocked at 48 so that movement of one of the flanges 42 will be transmitted through the pivotal levers 44 and the links 42 to the other portion of the band associated with the anchoring device. The links 42 are thus pivotally connected at their opposite ends respectively with the anchors 42 and 44.

The third speed clutching controlling device 34 is arranged for a direct drive through the transmission and differs somewhat from the braking devices 32, 33 and 35 in that the controlling device 34 has its rotary controlling element 50 adapted for clutching action in a well known manner by frictional engagement through the discs 5| by an axially movable clutching member 52. The latter clutching member is thus engaged by the yoked end 54 of an actuating lever 55 pivotally mounted by a pin 56 (see Fig. 9) supported in Journal brackets 51, 5'1 formed with the transmission top housing portion 58 and the side housing or casing portion 58 respectively. On the opposite side of pivot 56 the lever 55 is provided with a step actuating portion 59, the purpose of which will presently be more apparent. The lever 55 is also provided with an end actuating portion 55, the function of which will be presently described.

The transmission casing portions 58 and 58* are respectively provided with the vertically spaced inwardly extending supporting brackets 62 and 62, respectively, these brackets being formed with coaxial splined openings 64 and 65. respectively. Spllned within these openings are the nut 65 and 61 which are axially and oppositely threaded to receive the correspondingly threaded ends 58 and 89 of an operating oscilla tory shaft or screw 10.

The shaft 10 extends through openings 1| and 12, respectively, formed to open laterally in the aforesaid band ends 29 and 40, these openings having considerable clearance with shaft 12 so as not to bind on the shaft when the band is contracted and expanded. In order to transmit the thrust of the nuts 66 and 61 to the flanges 29 and 40 so as to relieve distorting loads on the shaft 10 and parts associated therewith, we have provided the following mechanism. Each of the band ends, such as the end 39, for example, is provided with a pair of longitudinally spaced side flanges 13, each flange carrying a support pin 14 secured to its associated flange 12 by the knurled engagement I5. Rockingly seated on each pair of pins 14 is a rock plate 18, the latter in this instance being engaged by the nut 82. A similar rock plate 12 is likewise associated between the nut 61 and the asociated band end 44, each rock plate being located between the flanges 12 of the associated band end and each rock plate having a clearance indicated at 11 with the shaft 12.

Near the upper end of screw shaft 14, the latter is surrounded by a supporting bushing 19 having a lower flange Ill seated on an annular shoulder 2| of bracket 22, there being always a clearance 22 between shoulder 22 and nut 68. Bushing 12 has diametrically opposite flats 18 best seen in Fig. 14'. Inorder to hold the bushings 12 emuciated with the shafts of the various braking devices downwardly on their respective annular seats lI, we have provided a longitudinally extending plate 99 suitably secured at 99 to the casing 59 intermediate adjacent brackets 92.

Shaft I9 has a transversely extending bore 95, a relatively heavy spring 99 being fitted within the bore 99 and exerting outward pressure at its opposite ends against the flats I9 of bushing I9. The frictional engagement provided at the ends of spring 86 with bushing I9 floatingly supports the screw shaft I9 and associated end portions of the band and affords a means of compensating for manufacturing tolerances in the assembly and in preventing a drag of the brake band against the rotatable drum.

In order to provide a ready means for taking up brake band wear, the upper end of screw shaft I9 is provided with a slot 91 adapted to register with any one of a series of corresponding slots 99 formed in a collar 99 which surrounds the upper end of the shaft. A key 99 is adapted for insertion in the shaft slot 91 and any one of the bushing slots 89 whereby the shaft maybe rotated relative to bushing 99 and then locked therewith by reason of the key 99. The bushing 99 has a ing 9| projecting laterally therefrom for engagement with a threadedly adjustable stop 92 adapted to limit rotative movement of shaft 19 during the release of the band.

The operating shaft 19 of the low speed braking device 99 has its portion thereof intermediate the band ends 99 and 49 formed with a gear 99, the means for oscillating shaft I9 through the gear 93 being hereinafter more particularly described.

In the operation of the low speed controlling device 92 as thus far described, it will be apparent that when the shaft 19 is given a rotary movement, such movement operates through the oppositely threaded ends 68 and 89 of the shaft I9 to cause the nuts 99 and 91 to move inwardly toward each other in their spiined openings 94 and 99 respectively, this movement acting through the rocking plates 19 and pins I4 to contract the band ends 99 and 49 whereby the low speed drum 31 has its rotation checked for establishing the low speed drive through the transmission. When the shaft I9 is rotated in the opposite direction, the nuts 99 and 91 are moved away from each other and the band 99 is expanded to permit the drum 3! to again rotate and thereby relieve the drive through the transmission controlling device 99.

In order to avoid repetition we have not illustrated all of the details of the brake operated means associated with the controlling devices 93 and 99, it being understood that such operating means are similar to that described in connection with the controlling device 92. For convenience of reference the operating shaft or screw for the reverse speed braking device is designated as 19 and the corresponding shaft for the second speed braking device 99 is designated as 19. The gears associated with these screw shafts are respectively designated as 99 and 99'. As will be more apparent presently, the gears 93, 99 and 99" and lever end are adapted to be selectively operated in order to selectively control the engagement and release of the respective speed ratio controlling devices 32, 95, 99 and 94.

We will next describe the common operating means or selector operating element which is adapted for selective engagement under manual ating the direct or third speed controlling device 94; and also for establishing a neutral condition in the transmission. Our present arrangement provides for simplification over that disclosed in our co-pending application aforesaid, a more compact arrangement of parts together with a shortening in the length of the transmission and a consequent saving in the weight and cost of the operating mechanism as a whole.

The transmission casing is adapted to support a pair of axially aligned bearings for receiving the reciprocating and oscillating rack or actuating shaft D. The forward bearing is provided by a bushing 94 non-rotatably received in an opening of a casing support bracket 95, the bushing being held against axial displacement forwardly by a bushing projection 96 and rearwardly by the set screw 91. The rear bearing is provided by a member 91 which is disposed in a suitable opening 99 in the rear end wall 99 of the transmission casing, the rear end of the actuating shaft D being also supported by a piston for reciprocating the shaft and which will presently be referred to in detail.

This actuating shaft D has a series of teeth forming a rack adapted to be brought into operative association with each of the screw gears, these racks being designated at I99, IM and I9! for respectively operating the screw gears 93. 93 and 93 The forward end of shaft D is further provided with a third speed actuating projection I99 adapted for engagement with the lever shoulder 59 for operating the third speed controlling device 84. It will be noted that the racks and projection I93 are longitudinally spaced along the shaft D and that they are also spaced circumferentially of the shaft whereby upon progressive rotation of the shaft only one of the racks and the projection I93 will engage its associated screw gear or lever 55 at any time. In Figs. 8 and 11 it will be noted that the shaft D is positioned so that the low speed rack I99 is in position for operating the low speed gear 93 and.

when the shaft D is moved forwardly or to the left as viewed in Fig. 8, the low speed screw 19 will be rotated to cause the aforesaid braking operation of the low speed controlling device 32 to cause the low speed drive to take place through the transmission. It will furthermore be noted that with the low speed rack I99 in the position illustrated, the remaining racks IIII, III! as well as projection I99 are free from engagement with their respective associated gears 93, 93 and the lever 95. From Fig. 11 it will be noted that the shaft D has a space I94 longitudinally and circumfcrentially between the reverse rack I9I and the low speed rack I99, this space being designated as the neutral space so that when the shaft is positioned with this space facing the screw gears, each of the racks as well as projection I99 will be free from contact with their associated screw gears and lever 55 and the transmission will be in neutral at which time the various braking devices 32, 39, 39 and 35 are released.

In order to insure proper selective rotation of the shaft D prior to reciprocating action thereof bushingfl has a series of internal lugs 94 spaced to receive projections 94 to 94, inclusive, these projections being respectively longitudinally aligned with racks I99, I92, projection I99, rack II, and neutral space I94. Only when the shaft D is properly adjusted to align .the projections with the spaces between lugs 94 can the shaft D be. reciprocated for its power stroke.

In order to selectively rotate the rack D for selectively engaging the racks and projection I03 thereof with the respective screw gears and lever 50. and also for axially operating the shaft in the various positions of selective adjustment. the following mechanism is provided.

Rearwardly adjacent the reverse rack IOI, the shaft D is provided with a circular rack or gear I05 meshing with the segmental rack I06 rotatably fixed with a shaft I01 best shown in Fig. 11. this shaft being rotatably journaled by a bearing I carried by the transmission side cover I09. The shaft I01 has fixed thereto, outwardly of the transmission cover, a lever H0 connected at ill (see Fig. 1) to a Bowden wire operating mechanism H2 which extends forwardly for pivotal connection with the ball end H3 of a lever assembly H4 secured to a tubular shaft H5 as shown in Figs. 5 to 7.

The forward end of the Bowden wire mechanism H2 has a guide H6 provided by the bracket III rigidily secured to the outer stationary tubular housing H8 comprising the steering post, as best shown in Fig. l. A yielding connection is preferably provided at some convenient point between, the manual selector element, which will be shortly described, and the sector I06 for rotatably adiusting the shaft D. We have illustrated this yielding connection in Fig. 7 intermediate the lever ball end H3 and the forward end of the Bowden wire mechanism H2. The wire H2 is anchored at its forward end to the housing H9 provided with the preloaded oppositely acting springs I and I2I which respectively act against the ball seats I22 and I23. The springs I20 and I2I have sufficient rigidity so that normally they provide a rigid connection between lever H4 and Bowden wire H2. However, if for any reason the manually operated adjusting mechanism for the shaft D should bind at any point, the mechanism will be protected during any manual adjustment of lever H4 under such conditions by reason of the ability of springs I20 and I2I to yield. This yielding connection is therefore in the nature of a safety device for the manually controlled selector operating mechanism. The hollow operating shaft H5 extends within the housing H0 and is rotatably journaled therein by reason of the upper and lower bearings I24 and I25 respectively.

Rotatable within the hollow shaft H5 is the hollow steering shaft I25 operably connected at its upper end to a steering wheel I21 and adapted for operable connection at its lower end to the usual steering mechanism for the front ground wheels of the motor vehicle not shown). The hollow operating shaft H5 extends upwardly to the point preferably just below the steering wheel I2I to the manually controlled device generally designated at E for selectively controlling or manipulating the transmission speed ratios as will be presently more apparent.

Returning now to Fig. 8, the selector rack shaft D has its rear end adjacent the circular rack I05 provided with an annular'groove I23 adapted to receive the flange I29 of the fluid pressure operating piston assembly I30 which reciprocates in the cylinder I3I which is a part of a casting I32 best illustrated in Fig. 13 as attached to the rear wall 90 of the transmission. The piston I30 provides the actuating member of the power operating means or pressure fluid operated motor G for moving shaft D under power to engage the various brake bands and the direct speed clutch 34.

For yieldingly urging the rack shaft D to the right or rearwardly to release the speed ratio controlling devices, we have provided prime mover means F preferably in the form of a compression coil spring surrounding the rear end portion of shaft D between the fixed abutment provided for the bearing member 91 and acting on piston I30. In Fig. 8 it will be noted that the bearing member 91 is conveniently held in position by clamping the same between the rear casing wall 99 of the transmission and the assembly I32.

The piston I30 has the flexible sealing cup I33 adapted to seal the piston against escape of the fluid forwardly of the cylinder I3I, the cup I33 bearing against the walls of the cylinder under the action of the fluid pressure introduced to the pressure chamber I34. The sealing cup is held in place by the rearwardly extending threaded reduced end I35 of shaft D together with the fastener or nut I36. Fluid, such as oil under pressure, is introduced to the pressure chamber I34 as best shown in Fig. 13, through a passage I3I leading to the valve controlled chamber or cylinder I38 which slidably receives the fluid pressure supply controlling valve I39. The cylinder I33 is supplied with oil under pressure through a passage I40 which receives the oil by a conduit III formed in the transmission casing casting. The conduit I4I, as best shown in Fig. 1, leads to the delivery side of a suitable pump I42 driven from its location in the oil storing sump 0r reservoir I43 of the transmission casing by reason of the shaft I44 provided at its forward end by a driving gear I45. This gear meshes with an idler gear I46 which in turn meshes with the driving pinion I41 (see Fig. 8) carried on the rear end of the driving sleeve 29 which, as aforesaid. is fixed to the fluid impeller 2|.

A valve guide porting member I48 is pressed into the cylinder I39 so as to be fixed therewith. this porting member having annular conduits I49 and I50, respectively, communicating with the passages I40 and I3I. The annular passages I49 and I50 are also respectively provided with the inwardly extending ports I5I and I52 adapted for control by the valve I39. This valve has a sliding fit within the cylindrical bore I53 of the porting member I43 and extending axially through the valve with sufficient clearance to prevent binding thereof, is a valve operating rod I54 preferably of brass or other non-magnetic material. The rod I54 extends forwardly of valve I39and is provided with a stop I55 adapted to limit forward movement of valve I39 under the influence of a spring I55 which operates between the valve spring abutment I51 and a rear fixed abutment I50, the latter having associated therewith the fluid pressure sealing washers I59 acting against the threaded stem I50 of the electrical solenoid "ii.

The rear end of valve operating rod I54 is connected at I62 with the armature I03 of solenoid I 5|. the armature being adapted for reciprocation in the solenoid cylinder I54 having the rear abutment I65. Any fluid which may leak rearwardly beyond the valve I39 is adapted to drain downwardly from the portion of casting I32 whichencloses the valve operating spring I56 by reason of the drain conduit I56. this conduit then extending forwardly to the main body of the transmission where the oil is permitted to drain back to the reservoir I43. A further conduit I61 is adapted to return the oil from operating cylinder I34 back to the reservoir, this conduit I61 opening rearwardly to the forward end of valve I39.

The valve I39 has the reduced valvlng portion I88 adapted to place the conduits I88 and I81 in communication when the valve is in its forward position under the influence of spring III. In the drawings, the parts are shown in their positions for operating the low speed controlling device 82, the valve I88 being positioned forwardly so that the fluid pressure is just being delivered from the supply conduit I88 to the conduit I81 and the pressure chamber I88 of the cylinder I8I. when the valve I88 moves rearwardly under the influence of solenoid I8l, as will be presently more apparent, the spring I88 will be compressed and the reduced portion I 88 of the valve will no longer provide communication between conduits I48 and I81. be open through the port I82 to the discharge conduit I81 for returning the oil from the pressure chamber I88 back to the reservoir I". When the valve I 88 moves forwardly under the influence of spring I86, the reduced valve portion I88 affords communication between conduits I88 and I81 to supply fluid pressure from the pump I82 to operate the piston I88 and selector rack shaft D forwardly for actuating one of the speed ratio controlling devices 82, 88, 88 or 88, depending on the rotative selective adjustment of the selector rack shaft, as will be present more apparent.

The function and operation of the manually controlled selector mechanism E in relation to the selector rack shaft D will now be further described.

Secured to the upper end of the hollow operating shaft H8, as best seen in Fig. 4 is an annular collar I88 having an integral laterally extending projection I18 providing an abutment for a spring I" which has its lower end yieldingly acting against an intermediate portion of the manually operated selector element or lever I12. It will be noted that the extension I18 projects through an arcuate opening I18 of the fixed housing "8 to accommodate oscillatory adjustment of the extension I18.

The inner end of selector lever I12 is pivotally mounted at I18 to an intermediate portion of the collar extension I18 so that the selector lever may have vertical movement on pivots I18 relative to the extension I18 but when lever I12 is moved around the axis of the steering post housing I I8, the collar I88 together with its extension I18 and the shaft III will be rotatively moved as a unit.

Fixed on the upper end of the housing H8 is the housing I18 preferably in the shape of a sector. The outer end of this housing has a downwardly extending flange I18 provided with an arcuate opening I11 through which the lever I12 extends for arcuate adjustment. The outer end of the selector lever is provided with a knob or handle I 18 adapted for convenient grasp by the hand of the motor vehicle driver.

The outer curving edge of housing I18 is preferably formed with a number of legends charac terizing the various positions of manual adjustment of selector lever I12 depending on the number of stations of adjustment for this lever. In the particular embodiment illustrated, the selector lever I12 is adapted to have flve positions of adjustment, I18, I88, I8I. I82 and I88 bearing the legends indicated in Fig. 3 designating the lever positions corresponding to flrst, second. third. neutral and reverse conditions of control for the transmission.

The flange I18 of housing I15 carries an arcuately arranged switch mechanism below the selector lever I12, this mechanism being best il- At such time the conduit I 81 will lustrated in the wiring diagram of Fig. 16. This switch comprises an arcuate floor I88 provided with a series of grooves or notches I85, I88, I81, I88 and I 88 corresponding respectively to the positions of selector lever I12 when adjusted to the stations I18 to I88, inclusive. The upper sides of the aforesaid notches are preferably chamfered or beveled, as shown in Fig. 16, and the portion of selector lever I12 engageable with these notches is likewise beveled as indicated at I88. It will be observed that the floor of the switch member I 84 is relatively elevated at I81 adjacent the neutral notch I88 in the direction of the reverse notch I88, the elevated floor I8I and the selector lever I12 having companion shouldered portions I82 adapted for engagement when the lever is moved in the direction of the reverse notch I88.

When the operator desires to select any condition of control of the transmission, he swings the selector lever I12 into the desired position, the spring I1I yieldingly urging the selector lever downwardly into engagement with one of the notches of the switch member I 88. By reason of the beveled faces of the notches and selector lever, the desired adjustment of the selector lever may be quickly accomplished by simply applying a pressure on the selector lever in the direction of its swing and if the desired station is not immediately adjacent the station from which an adjustment is to be made. the selector lever will Jump over any intervening notch of the switch member I84 without requiring the transmission to be manipulated for the condition of such intervening station or stations. However, before one is thoroughly skilled in the manipulation of the selector lever I12 it will be more customary for the operator to grasp the handle I18 and slightly lift the selector lever against the compression of spring HI and out of one of the notches of the switch member I88. This movement will be followed or compounded with an annular swinging movement of the selector lever I12 into whichever notch is desired at which time the operator will release the handle I18 and the selector lever will drop into the notch selected. the selector lever being guided into the notch by reason of the beveled spaces of the notches and selector lever.

The engaging step portions I82 act as a safety to prevent an accidental shifting of the selector lever into the reverse notch I88 and also provide a convenient means of rapidly shifting the selector lever into the neutral notch I 88 without even glancing at the neutral mark on the housing I15. Thus, for example, should the operator be driving in the third speed condition with the selector lever I12 located in the third speed switch notch I81, he can immediately adjust the selector lever into the neutral notch without danger of moving the lever into the reverse notch I88 by simply thrusting against the selector lever which will jump the intervening notches I88 and I88 and register at the neutral notch I88 for releasing all drives through the transmission. While we have arranged the selector lever for swinging movement in the direction of the plane of the steering wheel I21. the housing I15 could obviously be arranged for other movements of swing of the selector lever and further, if desired, the housing I15 could be inverted so that the lever could be moved downwardly out of the switch notches instead of upwardly as illustrated. Various other alternative arrangements will readily suggest themselves from our disclosure.

Returning now to Fig. 4, it will be noted that we have provided. an electric light bulb I93 mounted on the housing I and provided with a casing I94 having a slot I95 adapted to direct the light rays in concentrated fashion toward the outer marginal edge of the housing I15 so that when the light bulb I93 is lighted. the indicia I19 to I93 will be illuminated and easily read at a glance by the motor vehicle driver. Such arrangement is particularly of advantage during the conditions of night driving and we have provided a novel arrangement whereby the light bulb I93 will be illuminated only during such time as the operator is making an adjustment of the selector lever I92. Such arrangement is desirable inasmuch as the light bulb will not interfere with the vision of the driver and will only be illuminated when it is desired to read the markings for indicating the positions of control of the selector lever.

Referring now to the wiring diagram illustrated in Fig. 16, we have provided a plurality of switches or contacts I96 for each of the notches of the switch member I94, each individual switch I96 being adapted for operation by a stem I91 slidable in an opening I99 communicating with each of the switch notches so that when the selector arm is located in any of the switch notches, one of the stems I91 associated withsuch notch is engaged by the selector lever and is pushed downwardly by the spring "I to break the current through the wire I99 which connects all of the switches I96 in series. Each switch I96 has a spring 299 associated therewith for restoring the switch to its contacting position and raising its stem I91 as soon as the selector lever is moved out of one of the notches. The wire I99 connects with one terminal of a storage battery 29I, the other terminal of the battery being grounded through a lead 292 The light bulb I93 has one terminal grounded at I94, the other terminal being connected through a wire I95 to the aforesaid series switch wire I99. This wire I99 extends to the usual ignition switch 296 controlled by a key 291 for electrically connecting the wire I99 with its extension wire 299, the latter having a solenoid winding 299 terminating in a ground 2I9 The solenoid 299 provides a relay generally designated at 2 whereby an initial relatively small current may be initiated by any of the switches I96 thereby minimizing sparking at these switches. the relay 2 being adapted to control a secondary circuit of relatively higher amperage for energizing the solenoid I6I through its primary coils 2I2.

Thus. the higher conductor wires 2I3 and 2I4 respectively lead to battery MI and primary solenoid coils 2I2, the terminal contacts 2I5 and 2I6 being electrically bridged by a switch piece 2I1 having companion contacts 2I9 and 2I9. The switch piece yieldingly urged by a spring 22I to normally break the circuit through wires 2I3 and 2I4.

' The primary windings 2I2 oi solenoid I6I may be directly grounded although in our illustration these windings are illustrated as being grounded at 222 through the intermediary of a further relay switch 223 normally urged to establish the grounding circuit by a spring 224. The switch 223 is adapted for movement to its open position by reason of its actuating stern 225 projecting forwardly through the aforesaid armature abutment I65 so that during the final rearward movement of the armature I63 the latter 2I1 is carried by an armature 229 will engage the stem 225 and open the switch 223.

The solenoid I6I may also be provided with a secondary winding 226 carrying a relatively small amperage and grounded at 221, such arrangement of primary and secondary windings providing a relatively heavy initial pull on the armature I63 for insuring a rapid movement of the fluid pressure control valve I39 to its rearward position, followed by the smaller amount of current through the secondary winding 226 by simply holding the armature in the rearward position against the action of spring I56. Furthermore, such secondary winding has the advantage that in the event that the motor vehicle operator should leave the selector lever I12 in a position intermediate the notches of switch member I84, the solenoid windings will not be burned out or damaged inasmuch as the current through the solenoid I6I only momentarily passes at high amperage through the primary winding 2I2 followed by the relatively low am perage through the secondary windings 226.

Our manually controlled selector operating mechanism is practically instantaneous in its response to selective adjustment of the lever I12 and the different selections may be made as rapidly as desired. In the general operation of the selector mechanism E for changing the transmission speed ratio, the operator moves the selector lever I12" from one of the station notches in the switch member I84. Just as soon as the selector lever is moved from one of the notches, the switch I96 associated with such notch wil'be closed thereby inducing an electrical circuit through the relay 2I I which in turn induces a circuit of relatively high amperage through the primary solenoid windings 2I2 for causing the solenoid armature I63 to move rearwardly. This rearward movement of the solenoid armature will adjust the valve I39 rearwardly to place the fluid pressure chamber I34 of cylinder I3I in communication with the reservoir discharge conduit I61 whereupon the spring F will move the shaft D rearwardly to release any of the controlling devices 32 to 35 which may have been in operation This entire phase of the operation takes place very quickly during the initial part of adjustment of the selector lever out of one of the notches of the switch member I94.

The rearward movement of the solenoid armature I63 engages the stem 225 causing the switch 223 to open and thereby cut out the primary solenoid 2I2, the secondary windings 226 then holding the solenoid I93 in its rearward position. The selector lever I12 may then be moved into any other station of control and dropped into the corresponding notch for such position.

When the selector lever is so released it will be apparent that one of the switches I96 corresponding to such newly selected position will be opened thereby interrupting the electrical circuit through the wire I99 which causes the relay 2 to be deenergized for breaking the circuit through the solenoid windings 226. At such time the spring I56 will immediately act to move the valve I39 and armature I63 forwardly to establish communication between the fluid pressure supply conduit I49 and the pressure chamber I34. This will immediatey cause a forward movement induced by the fluid pressure on the shaft D for operating one of the selector controlling devices which may have been selected for the new position or else for operating shaft D without causing any movement of any of the speed ratio controlling devices in the event that neutral was selected.

Returning now to the aforesaid cycle of operation and to the point where the selector lever I12 was described as having been moved out of one of the notches preparatory to movement thereof into a newly selected notch, just as soon as the solenoid armature I63 moves rearwardly to operate valve I39 to vent the pressure chamber I39, it will be apparent that the fluid pressure load is removed from the shaft D which is now in its rearward position so that arcuate movement of the selector lever I12 will operate through the hollow steering post shaft H9, Bowden wire mechanism 2 and sector I99 to rotatably adjust the shaft D into a new position for actuation of one of the speed ratio controlling devices. The mechanism operates almost instantaneously so that there is practically no resistance to immediate arcuate adjustment of selector lever I12 from a position in one of the notches although any binding tendency experienced at the shaft D during the initial or other tendency to move the shaft will be taken up yieldingly through the Bowden wire connection shown in Fig. 7.

When it is desired to shift to reverse, the operator must lift the selector lever I12 to a relatively great extent in order to swing the lever to a reverse notch I99 and this additional effort required by the operator acts as a safety measure to prevent accidental shifting of the selector lever to the reverse position.

It will be noted that the light bulb I93 is included in the series circuit of switches I99 so that whenever the selector lever I12 is positioned at one of its stations of control, one of the switches I99 is open thereby cutting out the bulb I99. However, just as soon as the selector lever is grasped for operation the circuit is completed through the switches I99 and the light bulb I93 will be illuminated so that the motor vehicle driver may conveniently and instantly read the markings for the stations on the housing I15.

One feature of our invention resides in the simplified motor vehicle control which is possible by our novel transmission system, one preferred embodiment of this control being illustrated in Fig. 2 wherein it will be observed that the selector lever I12 is positioned for manipulation laterally to the right of the steering wheel I21 and just therebelow so that the hand of the operator on the steering wheel may be quickly and conveniently moved to the handle I19 for effecting a change in the condition of the transmission. Our transmission provides for convenient manipulation of the motor vehicle by providing the engine throttle control or accelerator pedal 229 on the toe board 229 preferably at the right hand side of the steering post I I9 so that it may be manipulated by the right foot of the driver. On the other side of the steering post we have located a relatively wide pedal 290 which is adapted for operating the wheel brakes of the motor vehicle. The pedal 290 is purposely made wide and is positioned so that it is ordinarily engageable by the driver's left foot, but may be engaged by the right foot if desired.

As can be seen from Fig. 2, the foot engaging portion of pedal 230 is extended laterally across the driver's compartment a much greater distance than is the case in conventional arrangements known in the art. The left hand portion of pedal 239 is in such position that it is naturally and conveniently engaged by the left foot of the driver, while the right hand portion of the pedal is in such position that it may be engaged by the drivers right foot if he so desires. Such arrangement of control provides a very convenient positioning of the feet of the driver as well as for his hands, it being apparent that with the use of the fluid clutch B there is no necessity for a clutch pedal. In driving the vehicle, the car may be brought to rest by releasing the accelerator pedal 229 and depressing the brake pedal 239 and it is not even necessary to move the selector lever I12 into the neutral notch I99 unless so desired. In order for a rapid acceleration of the motor vehicle after making a stop, the operator may move the selector lever into the low speed notch I 95 in making a stop so that just as soon as acceleration is desired, it is only necessary to depress the accelerator pedal 229. Furthermore, the accelerator pedal may, if desired, be held in its depressed condition while shifting the selector lever I12 between stations of forward drive inasmuch as the fluid coupling B will absorb the shock during such speed changes by reason of its inherent slipping qualities.

It is, however, entirely possible to maneuver the car without disturbing the position of the selector lever if rapid acceleration is not required. Under such conditions, the car may be controlled solely by the use of the pedals 228 and 299 as described above. Under some circumstances, it may be preferred to leave the selector lever I12 in an intermediate speed position while maneuvering in trafflc, thus facilitating the aforesaid simplified control, but providing for more rapid acceleration. Because of the inherently silent drive characteristics of planetary gearing, such driving technique is easily and pleasantly accommodated with our invention.

Referring now to the modified embodiment illustrated in Figs. 17 to 19, we have provided an arrangement incorporating a single contact switch which is adapted for operation at any position of the selector arm I12. It will be understood that this modified arrangement is Intended to be substituted for the corresponding parts previously described and the entire mechanism and the operation of the same will not again be duplicated.

The same steering column parts as before described are illustrated in Figs. 17 and 18 with the following changes. The column I99 has a relatively shorter extension I10 to which is pivotally connected at I14 the selector lever I12 formed with a return bent portion 23I extending around the depending flange I19 of the housing I19. In this instance the light bulb I93 is incorporated as a unit with the single switch I99, the latter having an actuating stem I91 always in contact with a curved swinging actuator 232 pivotally mounted at 233 with the housing I19. The station positions of selector lever I12 are determined by notches I95 to I89 respectively corresponding to the aforesaid notches I99 to I99 inclusive, these notches being formed in a stationary arcuate transverse floor bar 234. Withihe selector lever engaged in one of the notches, as illustratedin Fig. 18, the switch I99 is open and the swinging actuator 292 fills the space between the selector lever and the switch stem I91 so that just as soon as the selector lever is moved from any notch, the switch I99 is closed against the action of a return spring 299 to light the bulb I99 to induce a current flow through the relay coil 299 and thereby close the switch member 2I1 of the relay 2 for actuation of the solenoid armature I99.

It will be noted that in Fig. 19 the solenoid I83 is provided with only one setof windings 2|! and that the electrical circuit is otherwise largely corresponding to that illustrated in Fig. 16 and as indicated by the use of similar reference characters. In Fig. 19 the secondary solenoid coil has been omitted and likewise the armature control switch of Fig. 16. If desired the relay 209 may be dispensed with and the full current necessary to operate solenoid I63 may be passed directly through the single switch I95, it being preferable under such conditions to employ silver or other alloy switch points to minimize sparking.

As a further feature of our invention we have provided an auxiliary means for manually operating one of the speed ratio controlling devices, such control being ordinarily useful in the event of failure of the main operating system. Such arrangement is preferably adapted to operate the direct or third speed controlling device 34 and in the present embodiment of our invention the following relatively simple mechanism is provided.

Referring particularly to Figs. 1, 8, 9 and 10, the third speed actuating lever 55 has its aforesaid end 55 positioned for operation by the manually operated auxiliary controlling mechanism independently of the operation of the lever portion 59 under power from shaft D and projection I03 thereof. Thus, the side of the transmission casing adjacent the lever end 55 is provided with an opening 235 closed by a cover member 236 rotatably journalling a shaft 231. Within the cover this shaft has fixed therewith an operating lever 238 adapted to engage lever end 55 for imparting to the lever 55 a swinging movement about its pivot 56 in the same direction as that imparted to the lever by the rack D for actuating the direct speed controlling device 34. To this end, the shaft 231 has an outer portion thereof extending beyond the cover 238, this shaft portion being provided with the flaps 239 adapted for engagement with the wrench-like end 240 of a manual shift lever 2. This lever I may be conveniently stored with the tools carried by the motor vehicle since normally it does not form a part of the transmission operating mechanism. However, when it is desired to manually operate the third speed controlling device 34 independently of the power system, the lever I may be conveniently inserted through a suitable slot in the floor board or toe board 229 of the vehicle with the wrench engaging end 240 fitting the flaps 239 of shaft 231. In such position the operator moves the lever 24] forwardly with either his hand or his foot thereby causing actuation of the direct speed controlling device 34 for effecting an auxiliary drive for the motor vehicle through the transmission.

Various modifications and changes will be apparent from the teachings of our invention, as defined in the appended claims, and it is not our intention to limit our invention to the particular details of construction and mode of operation shown and described for illustrative purposes.

We claim:

1. In a motor vehicle transmission having a plurality of speed ratio controlling devices, fluid power operating means for selectively operating said controlling devices, an adjustable element adapted to selectively establish an operating connection between said power operating means and said controlling devices, fluid pressure valving means controlling said power operating means, electrically energized means for operating said valving means, a manually operable selector element, motion transmitting mechanism operably connecting said selector element with said adjustable element, and means so constructed and arranged that manual adjustment of said selector element causes operation of said electrically energized means and adjustment of said adjustable element through the medium of said motion transmitting mechanism.

2. In a motor vehicle transmission having a plurality of speed ratio controlling braking devices, fluid power operating means for selectively applying said braking devices, an adjustable element adapted to selectively establish an operating connection between and to transmit braking force between said power operating means and said braking devices, fluid pressure valving means controlling said power operating means, electrically energized means for operating said valving means, means for adjusting said element, a manually operable selector element adapted for manual adjustment to a plurality of stations of transmission control, means for inducing operation of said electrically energized means in response to movement of said selector element at each of said stations, and means for operating said element adjusting means in response to movement of said selector element from one of said stations to another.

3. In a motor vehicle transmission having a plurality of speed ratio controlling devices, fluid power operating means for selectively operating said controlling devices, an adjustable element adapted to selectively establish an operating connection between said power operating means and said controlling devices, fluid pressure valving means controlling said power operating means, electrically energized means for operating said valving means, a manually operable selector element adapted for manual adjustment to a plurality of predetermined stations of transmission control, means associated with each of said stations for inducing a control on said electrically energized means when said selector element is positioned at any of said stations, and motion transmitting mechanism operably connecting said selector element with said adjustable element for operating said element adjusting means in response to adjustment of said selector element.

4. In a power transmission, a plurality of speed ratio controlling braking devices, means including a power operator for selectively applying said braking devices, means including a solenoid for controlling operation of said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmission control, and electrical switch controlled means for inducing operation of said solenoid in response to movement of said element at each of said stations.

5. In a power transmission, a plurality of speed ratio controlling braking devices, means including a power operator for selectively applying said braking devices, means including a solenoid for controlling operation of said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmission control, and electrical means including a plurality of switches respectively associated with said stations for inducing operation of said solenoid in response to movement of said element at each of said stations.

6. In a power transmission, a plurality of speed ratio controlling devices, means including a power operator for selectively operating said devices,

means including a solenoid for controlling operation of said power operator means, a single operator-moved selector element adapted for move-\ ment to a plurality oi predetermined stations of transmission control for producing speed ratio changes in response to movement thereof between said stations, and electrical means including a single switch associated with said stations, said electrical means further including an electrical circuit between said switch and solenoid for inducing operation or said solenoid, said electrical circuit being energized in response to movement of said element between each of said stations.

'7. In a power transmission, a plurality of speed ratio controlling braking devices, means including a power operator ior selectively applying said braking devices, means including a solenoid for controlling operation of said power operator means, an adJ ustable selector element adapted for movement to a plurality of predetermined stations 01' transmission control, electric circuit means for energizing said solenoid, electrical switch means controlling said electric circuit means, and means response to movement of said element at each of said stations for operating said switch means.

8. In a power transmission, a plurality 01' speed ratio controlling devices, means including a power operator for selectively operating said devices, means including a solenoid for controlling operation of said power operator means, an ad- Justable selector element adapted for movement to a plurality of predetermined stations or transmission control, electrical switch controlled means Ior inducing operation of said solenoid in response to movement oi said element at each 0! said stations, and means responsive to movement 01 said selector element between said stations for selectively operably connecting said power operator means with said controlling devices.

9. In a power transmission, a plurality 01 speed ratio controlling devices, means including a power operator for selectively operating said devices, means including a solenoid for controlling operation of said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations or transmission control, primary and secondary electrical circuits, switch means operable by energizing said primary circuit for closing said secondary circuit, said secondary circuit including said solenoid, additional switch means controlling said primary circuit, and means responsive to movement of said element at each 0! said stations for operating said additional switch means.

10. In a power transmission, a plurality of speed ratio controlling devices, means including a power operator for selectively operating said devices, means including a solenoid for controlling operation oi said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations of on control, a member bearing station indicia ior indicating the station positioning of said element, an illuminator for said station indicia, electrical circuit means tor energizing said solenoid and illuminator, and switch means for activating said circuit means in response to movement of said element between each of said stations, said illuminator being deenergized when said element is positioned selectively at said stations during normal transmission driving conditions.

11. In a power a plurality oi speed ratio controlling devices, means including a power operator i'or selectively operating said devices. means including a solenoid for controlling operation of said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmission control, a member bearing station indicia for indicating the station positioning of said element, an illuminator for said station indicia, electrical circuit means for energizing said solenoid and illuminator, switch means for activating said circuit means in response to movement oi said element at each of said stations, and means responsive to movement of said selector element between said stations for selectively operably connecting said power operator means with said controlling devices.

12. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement between said stations, power operating means for selectively operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, electrically energized means for efl'ecting operation of one of said operating means in response to movement of said element in one of said multiple directional movements, and means for exercising a control on the operation of the other of said operating means in response to movement of said element in another of said multiple directional movements.

13. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for swinging movement about an axis of support and for further movement transversely to said swinging movement in adjusting said element between said stations, power operating means for selectively operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, electrically energized means for effecting operation of said power operating means in response to said transverse movement of said element, and means for effecting selective control on the operation of said selector operating means in response to said swinging movement of said element.

14. In a power transmission, a plurality of speed ratio controlling devices, means including a power operator for selectively operating said devices, means including a solenoid for controlling operation of said power operator means, an adjustable selector operating member adapted for actuation by said power operator means to selectively operate said devices, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmissioncontrol, electrical means for inducing operation of said solenoid and including switch means therefor actuated in response to movement of said element, and means operated in response to movement oi said element for adjusting said selector operating member to provide selective operative connection thereof with said devices.

15. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, fluid power operating means for selectively operating said element engaging means, an adjustable member adapted to selectively estab lish an operating connection between said power operating means and said element engaging means, fluid pressure valving means controlling said power operating means, electrically energized means for operating said valving means, means for adjusting said adjustable member. and means including a manually operable selector element so constructed and arranged that manual adjustment of said selector element causes operation of said electrically energized means and said member adjusting means.

16. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, means including a power operator for selectively operating said element engaging means, means including a solenoid for controlling operation of said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmission control, and electrical switch controlled means for inducing operation of said solenoid in response to movement to said selector element at each of said stations.

17. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements. means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, means including a power operator for selectively operating said element engaging means, means including a solenoid for controlling operation of said power operator means, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmission control, electrical switch controlled means for inducing operation of said solenoid in response to movement 01' said selector element at each of said stations, and means responsive to movement of said selector element between said stations for selectively operably connecting said power operator means with said element engaging means.

18. In a planetary gear transmission having a plurality of braking devices andaclutchoperably associated with the planetary gearing for selectively controlling the drive therethrough, means associated with each of said braking devices for effecting their actuation, means associated with said clutch for effecting its actuation, a selector operating member having an intermediate portion thereof adapted for selective operative connection with said actuating means for said braking devices, said selective operating member having an end portion thereof adapted for engagement with said actuating means for said clutch,

and means for selectively operating said member.

19. In a planetary gear transmission having a plurality of braking devices and aclutch operably associated with the planetary gearing for selectively controlling the drive therethrough, means associated with each of said braking devices for effecting their actuation, means associated with said clutch for effecting its actuation, a selector operating rack shaft having a, pluralityoi' toothed racks carried by an intermediate portion c! said rack shaft and adapted for selective operative connection with said actuating means for said braking devices, said rack shai't having an end portion thereof adapted for engagement with said actuating means for said clutch, and means for selectively operating said rack shaft.

20. In a transmission having a plurality of speed ratio controlling devices, means for selectively operating said devices, a fluid pressure actuated device operably connected to said selective operating means, a valve controlling fluid pressure delivery to said fluid pressure device, a solenoid actuator operably connected to said valve, an adjustable selector element adapted formovement to a plurality oi predetermined stations of control, motion transmitting mechanism operably connecting said selector element with said selectively operating means, and means responsive to movement of said selector element at each of said stations for energizing said solenoid.

21. In a transmission having a plurality of speed ratio controlling devices, means for selectively operating said devices, a fluid pressure actuated device operably connected to said selective operating means, a valve controlling fluid pressure delivery to said fluid pressure device, a solenoid actuator operably connected to said valve, an adjustable selector element adapted for movement to a plurality of predetermined stations of control, means responsive to movement of said selector element at each oi said stations for energizing said solenoid, and means responsive to movement of said selector element between said stations for controlling the selective operation of said devices by said selective operating means.

22. In a motor vehicle planetary transmission having a plurality 01 speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each 0! said drums, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable rack haft adapted for selective operative connection with said actuating means, manual- 13! operated means for selectively adjusting said rack shaft, fluid pressure operating means for actuating said rack shaft, solenoid valve means controlling a supply of fluid under pressure to said fluid pressure operated means, and means responsive to operation of said manually operated means for controlling said solenoid valve means.

23. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, an adjustable operating element adapted for selective operative connection with said actuating means for said controlling devices, manually controlled means for selectively adjusting said operating element, a cylinder, a piston operating in said cylinder means operably connecting said piston and said operating element valve means for admitting a fluid under pressure to said cylinder for causing said piston to actuate said operating element in one direction of movement thereof, means including a solenoid for actuating said valve means, and spring means for restoring said piston to thereby actuate said operating element in a direction substantially opposite to that aforesaid.

24. In a planetary transmission having a plurality of planetary gear sets and associated rotary controlling elements, a plurality of brake devices respectively operably associated with certain of said rotary elements, a clutch operably associated with one of said rotary elements, a lever for operating said clutch, power operating means for selectively operating said brake devices and clutch, and a manually operable shift member removably attachable to said lever actuating means for operating said cluitch independently of said power operating means.

25. In a transmission, a plurality of speed ratio controlling devices, power operating means for selectively actuating said devices, selector operating means adapted to selectively provide an operating connection between said power operating means and said devices, a selector element movable to a plurality of predetermined stations of tranmission control, means responsive to movement of said selector element from one of said stations to another for controlling said power operating means, and a yieldable operating connection between said selector element and said selector operating means.

26. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, power operating means for selectively actuating each of said engaging means, means selectively operably connecting said power operating means with each of said engaging means, a manually operable selector member movable to a plurality of positions of transmission control, electrically energized means operable in response to manual operation of said selector member for controlling the operation of said power operating means, and means acting in response to manual operation of said selector member for selectively controlling said operable connection between said power operating means and each of said engaging means, the last said controlling means including an actuating element operably connected to said selector member and adapted to transmit movement therefrom to said selectively operable connection means.

27. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, power operating means i'or selectively actuating each of said engaging means, means selectively operably connecting said power operating means with each of said engaging means, a manually operable selector member movable to a plurality of positions of transmission control, electrically energized means operable in response to manual operation of said selector member for controlling the operation of said power operating means, and means acting in response to manual operation of said selector member for selectively controlling said operable connections between said power operating means and each of said engaging means, the last said controlling means including a flexible cable operably connected to said selector member and adapted to transmit movement therefrom to said selectively operable connecting means.

28. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, power operating means for selectively actuating each of said engaging means, means selectively operably connecting said power operating means with each of said engaging means, a manually operable selector member movable to a plurality of positions of transmission control, and a plurality of means acting in response to manual operation 01' said selector member respectively for controlling the operation of said power operating means and for selectively controlling said operable connections between said power operating means and each of said engaging means, one of said plurality of means including electric switch means actuated in response to movement of said selector member, the other of said plurality of means including a movement transmitting element operably connected to said selector member.

29. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, means including a power operator for selectively operating said element engaging means, means including a solenoid for controlling operation of said power operator, an adjustable selector element adapted. for movement to a plurality of predetermined stations of transmission control, and electrical switch controlled means for inducing operation of said solenoid in response to movement of said selector element from one of said stations to another, said electrical switch controlled means including a movable switch operating member actuated by said selector element.

30. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, means including a power operator for selectivity operating said element engaging means,

means including a solenoid for controlling operation of said power operator, an adjustable selector element adapted for movement to a plurality of predetermined stations of transmission control, electrical switch controlled means for inducing operation of said solenoid in response to movement of said selector element from one of said stations to another, said electrical switch controlled means including a movable switch operating member actuated by said selector element, and means responsive to movement of said selector element from one of said stations to another for selectively operably connecting said power operating means with said element engaging means.

31. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary controlling elements, means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transmission, fluid pressure operating means for selectively actuating each of said engaging means, means selectively operably connecting said fluid pressure operating means with each of said engaging means. valving means for controlling communication between a fluid pressure supply and said fluid pressure operating means, solenoid means operably connected to said valving means and adapted when energized to operate said valving means to close said communication between said fluid pressure supply and said fluid pressure operating means, a manually operable selector member movable to a plurality of positions of transmission control, electrical switch controlled means for controlling operation of said solenoid means in response to movement of said selector member between its said positions of transmission control, said electrical switch controlled means acting to de-energize said solenoid means when said selector member is in said positions of transmission control, and means for actuating said. valving means to establish communication between said fluid pressure supply and said fluid pressure operating means in response to said de-energization of said solenoid means.

32. In a motor vehicle transmission of the planetary gear type having a plurality of plane- ,tary gear operated rotary controlling elements,

means respectively associated with said rotary elements and adapted for operative engagement therewith to control the drive through the transtions of transmission control, electrical switch controlled means for controlling operation of said solenoid means in response to movement of said selector member between its said positions of transmission control, said electrical switch controlled means acting to de-energize said solenoid means when said selector member is in said positions of transmission control, means for actuating said valving means to establish communication between said fluid pressure supply and said fluid pressure operating means in response to said de-energization of said solenoid means, and means acting in response to manual operation of said selector member for selectively controlling said operable connections between said fluid pressure operating means and each of said engaging means.

33. In a motor vehicle transmission, a, plurality of speed ratio controlling elements, fluid pressure operated means for selectively actuating said elements, valving means controlling communication between a source of fluid pressure and said fluid pressure operated means, a solenoid for operating said valving means, electric circuit means for said solenoid including switch controlling means therefor, a selector element manually adjustable to positions of transmission control, said selector element actuating said switch means to break said electric circuit means in response to adjustment of said selector element to said positions of control, and means actuating said valv ing means to establish communication between said fluid pressure supply and said fluid pressure operated means in response to said breaking of said circuit.

34. In a motor vehicle transmission having a plurality of speed ratio controlling devices, electrically controlled power operating means, selector mechanism operable to establish selective operating connections between said power operating means and said devices, an operator-controlled element shiftable to a plurality of stations of transmission control, electric means deenergized when said element is positioned at each of said stations and energized in response to movement of said element in leaving each of said stations during shift thereof toward another of said stations for controlling said power operating means, and means operably connecting said selector mechanism with said element for transmitting shift movements of said element to said selector mechanism to provide said selective operative connections under control of said element.

35. In a motor vehicle transmission having a plurality of speed ratio controlling devices, electrically controlled power operating means, selector mechanism operable to establish selective operating connections between said power operating means and said devices, an operator-controlled element shiftable to a plurality of stations of transmission control, electric means deenergized when said element is positioned at each of said stations and energized in response to movement of said element in leaving each of said stations during shift thereof toward another of said stations for controlling said power operating means, and lost-motion operating means connecting said selector mechanism with said element for transmitting shift movements of said element to said selector mechanism to provide said selective operative connections under control of said element, said lost-motion means accom modating said movement of said element in leaving each of said stations prior to transmitting said shift movement of said element to said selector mechanism.

36. In a motor vehicle transmission of the planetary gear type having a plurality of engageable rotary control elements, a plurality of means respectively engageable with said rotary elements to control the transmission drives, an operator-controlled element shiftable to a plurality of stations of transmission control, a power device, means electrically energized in response to shift of said shiftable element for controlling operation of said power device, means selectively adjustable to provide selective operation of said plurality of engageable means by said power device, and means operably connecting said selectively adjustable means with said shiftable element for effecting selective adjustment thereof in response to shift of said shiftable element.

37. In a motor vehicle transmission of the planetary gear type having a plurality of engageable rotary control elements, a plurality of means respectively engageable with said rotary elements to control the transmission drives, an operator-controlled element shiftable to a plurality of stations of transmission control, an electrical switch having a movable contact member, an operator for said contact member supported for movement by said shlftable element in shiftins said element between each of said stations and so arranged that said switch closes during shifting of said shiftable element and opens when said shiftable element is positioned at each of said stations during normal vehicle drive con ditions, a fluid pressure operated motor, a valve controlling delivery of fluid under pressure to said motor, means acting to maintain said valve in position to deliver said fluid to said motor when said shlftable element is positioned at each of said stations as aforesaid, a solenoid operably connected to said valve and adapted when energized to position said valve to prevent said fluid delivery to said motor, electrical circuit means between said switch and solenoid, and means operable in response to shifting oi said shiitable element to selectively establish operable connection between said motor and said plurality of element-engageable means.

38. In a motor vehicle transmission of the planetary gear type having a plurality of engageable rotary control elements, a plurality of means respectively engageable with said rotary elements to control the transmission drives, an operator-controlled element shiitable to a plurality of stations of transmission control, a plurality of electrical switches arranged in series and respectively operably associated with each of said stations, each of said switches having a movable contact member actuated into openswitch position by said element when positioned at an associated station, the contacts of each oi said switches being moved to closed-switch positions during shitting movements of said shiftable element, a fluid pressure operated motor, a valve controlling delivery of fluid under pressure to said motor, means acting to maintain said valve in position to deliver said fluid to said motor when said shii'table element is positioned at each of said stations, a solenoid operably connected to said valve and adapted when energized to position said valve to prevent said fluid delivery to said motor, electrical circuit means in,- cluding said switches and said solenoid, and mechanism mechanically connected to said element and operable in response to shifting of said shiitable element to selectively establish operable connection between said motor and said plurality of element-engaging means.

39. In a motor vehicle transmission according to claim 3'7 wherein, said electrical circuit means comprises primary and secondary electrical circuits and switch means operable by energizing said primary circuit for closing said secondary circuit, said primary circuit including the electrical switch and said secondary circuit including the solenoid.

40. In a motor vehicle transmission having a plurality of speed ratio controlling devices. a driver-operable element shiftable to a plurality of stations of vehicle drive control, means operable in response to shift of said element for selectively operating said devices, an illumlnator positioned to disclose the stations of shift for said element, and electrically operating means for energizing said illumlnator in response to shifting of said element from each of said stations toward another and for deenergizing said illumlnator when said shii'table element is positioned at each of said stations for normal vehicle drive.

41. In a motor vehicle having an engine and a planetary gear transmission providing a plurality of forwardly driving speed ratios, a fluid coupling operably connecting said engine and transmission, a manually adjustable selector element, power applying means for manipulating said transmission to selectively provide said forwardly driving speed ratios in direct response to manual adjustment of said selector element, and engine accelerator and vehicle brake pedals respectlvely disposed for operation by the right foot and left foot of the vehicle driver, said pedals and selector element constituting the driver operable controls for accelerating the vehicle selectively in said speed ratios and for bringing the vehicle to rest.

42. In a motor vehicle power transmission, a rotatable transmission drive controlling member,

a device adapted to irlctionally engage said rotatable drive controlling member, a pressure fluid operable motor adapted to operate said device in frictional engagement with said rotatable drive controlling member, means for supplying liquid fluid under pressure for delivery to said motor, valving means controling the delivery of said pressure fluid to said motor for controlling engagement and release or said frictionally engageable device, a solenoid operably connected to said valving means and adapted when energized to operate said valving means to eflect release of said irictionally engageable device, a selector element manually shiitable to a plurality of stations of transmission drive control, additional transmission drive control devices adapted for selective manipulation in response to shift of said selector element, and means operating in response to shift of said selector element to effect energization of said solenoid to bring about the release of said frictionally engageable device as aforesaid and manipulation of one of said additional transmission drive control devices.

43. In a motor vehicle power transmission, a rotatable transmission drive controlling member, a device adapted to irictionally engage said rotatable drive controlling member, a pressure fluid operablemotor adapted to operate said device in frictional engagement with said rotatable drive controlling member, means for supplying liquid fluid under pressure for delivery to said motor, valving means controlling the delivery oi said pressure fluid to said motor for controlling engagement and release of said frictionally engageable device, a solenoid operably connected to said valving means and adapted when energized to operate said valving means to eiiect release of said frictionally engageable device, a selector element manually shiftable to a plurality of stations of transmission drive control, additional transmission drive control devices adapted for selective manipulation in response to shift of said selector element, a switch controlling en ergization of said solenoid and adapted for operation in response to shift of said selector element between each 01' said drive control stations, and means operating in response to shift of said selector element between each of said drive control stations for operating said switch to bring about the release of said frictionally engageable devices as aforesaid and to thereafter efl'ect manipulation of one of said additional transmission drive control devices.

44. In a motor vehicle power transmission, a driving shaft, a driven shaft, planetary gearing operable between said shafts, clutch means operable to lock said gearing for direct drive of the drivenshaft from the driving shaft, said gearing including a rotatable part thereof adapted to be held for driving the driven shaft from and at a speed difl'erent than that of said driving shaft, means operable to hold said rotatable part when said clutch means is released, a pressure fluid operable motor adapted to operate said clutch means, means for supplying liquid fluid under pressure for delivery to said motor, valving means controlling the delivery of said pressure fluid to said motor for controlling engagement and release of said clutch means, a solenoid operably connected to said valving means and adapted when energized to operate said valving means to effect release of said clutch means, a vehicle-driver-operable control element adapted for movement selectively between a pinrality of predetermined stations of transmission 

